Ventilating attachment for windows.



T. H. GARLAND. VENTILATING ATTACHMENT FOR WINDOWS. 1

APPLICATION FILED APR.10. 1913. 1 1 21 ,241 Patented Dec. 15, 1914.

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THE NDRRIS FEIIRS a1. PHOTO-LITNQ, WASHINGTON. D C.

T. H. GARLAND. VENTILATING ATTACHMENT FOR WINDOWS. APPLICATION FILED Ammo. 1913.

1,121,241 Patented Dec. 15, 1914.

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mum 0 tinrrnn s rarns THOMAS H. GARLAND,

0F GHICAGG, ILLINOIS.

VENTILATINQ ATTACHMENT FOR WINDOWS.

Application filed April 10, 1913.

To all whom it may concern Be it known that I, THOMAS H. GARLAND, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and use ful Improvements in Ventilating Attachments for Windows, of which the following is a specification.

My invention relates to ventilating tachment for windows.

One of the important objects of the invention is to provide construction and arrangement which is equally applicable to windows of buildings or railway cars and equally applicable to new buildings or cars in the course of construction or to old buildings or cars, the attachments being applicable to old windows without in any way changing the construction and when applied will take up very little space and will in no wise interfere with the ordinary operation of the windows.

In large buildings and in railway cars general ventilating systems are provided for maintaining proper ventilation and circulation in the building or car. For example, some of these ventilating systems for railway cars involve ventilator devices which draw air out of the car, and provision must be made for adequate fresh air inlet. Provision must also be made for local ventilation, at the berths for example, so that the occupant can himself adjust for the desired local air supply. At the sametime such adjustment should not interfere with the balanced operation of the general ventilating system.

Another important object of my invention is therefore to meet such conditions, the attachments being such that adequate air supply is available locally and without disturbing the general balance.

Another object of the invention is to pro vide such construction that air cannot blow directly into the car and on to the occupant, the attachment being such that upon adjust ment thereof for air inlet the incoming air will be deflected upwardly and gradually distributed throughout the locality to be ventilated. V

In some buildings, and particularly in railway coaches outer or storm windows are applied during cold weather and another object is therefore to adapt the attachment for ready application to both windows in such manner that the normal operation of Specification of Letters Patent.

Patented Dec. 15, 1914.

Serial No. 760,121. a

In general the object of the invention is to provide an attachment for inner windows and an attachment for outer windows which can be quickly applied to windows, old or new, and which can be readily adjusted for varying amount of local air inlet and which will not interfere with the general ventilating system of the car or building.

In the accompanying drawing 1 have shown my invention applied to the windows of a railway car and in these drawings, Figure 1 is an elevational view of a car window structure looking from the inside of the car, Fig. 2 is an enlarged vertical sectional view through the window structure showing the outer window raised and the attachments set for air inlet. Fig. 3 is a view looking from the left of Fig. 2, Fig.4 is a plan view looking from plane 4-4, Fig. 2, the closure strip being open, Fig. 5 is an enlarged view partly in section on line 55, Fig. 2, show- 1 ing the friction locking mechanism for the air inlet controlling strip, Fig. 6 is an en larged view partly in section on line, 6+6, Fig. 2, of the lower edge of the inner sash showing the manner of attaching a passageway strip, Fig. 7 is an enlarged view from plane 7-7, Fig. 2, showing certain stop mechanism, and Fig. 8 is an enlarged vertical sectional view of the outer window attachment block and its connection with the window sill structure. I

' Referring to the drawings, the window frame 10 has its sill part formed to provide an outer sill step 12, an inner sill step 13 and an intermediate sill step 1 1. The inner window sash 15 is slidable in the side walls of the frame and rests when closed against the intermediate sill step 1 1 and against the front face 13 of the inner sill step. When the outer or storm window 16 is applied this window rests when closed on i air passageways 17 such air passageways extending preferably above the level of the inner sill step 13 so that air may flow through the passageways into the car. Hinged along its innerlower edge to the inner sill is a'strip 18 which when swung down against the sill step engages with its front end against the inner ide of the inner window sash to close the'passa-geways 17 so that air is prevented from entering the car. However, when this strip is raised the passageways will be exposed and air may flow into the car, and the amount of air admitted also causing the exertion of pressure against the sash so that rattling thereof will be prevented. To prevent leakage of air between the strip and the sill when the strip is down, the strip may be provided with a longitudinal groove 20 to receive the tongue 21 on the sill step when the strip is lowered. Suitable pull fitting, such as a knob 18 is provided onthe strip to enable ready adjustment thereof, and in order to hold the strip in adjusted position and to limit the inward swing thereof rubbing plates 22 are shown secured to the sidesof the frame to be frictionally engaged by the spring pressed plungers 23 carried in pockets 24 in the strip, the

inner ends 22 of the rubbing plates being deflected inwardly a distance to serve as an abutment for the strip when fully opened.

By chamfering out or concaving the upper corner of the inner end of the inner sill step to leave passageways 25 a number of advantages are obtained. In the first place these passageways will increase the inlet area. 'In the second place the'height of the sash passageways 17 above the inner sill step 13 may be reduced and theth-ickness of the adjusting strip 18 correspondingly reduced, a thin strip being less bulky and more ornamental and will not interfere seriously with the use of the inner sill step as an arm rest. The reduction in height of the sash passageways is-"a particular advantage "where the invention is applied to old windows. In newwindows the sash is made of the standard height and the passageways are cut therethrough adjacent the lower edge. In old windows also the passageways may be cut through the sash but this would require removal-of the sash from the frame. It is therefore preferable to provide a thin strip 26 cut away in parts to leave passageways 17, such strips being readily secured to the under edge of the window sash by screws or nails. Such strips will however increase the height of the sash and inorder to keep such increase as small as possible the passageways 17 are cut down to within the section 26 at the bottom so that the passageways will register with the passageways 25 cut in the edge of the lnner Slll step, and

need extend only a very short distance, if at I The height of the fore striking the controlling" strip 18. To

prevent entrance of cinders, dirt, or the like, a screen 27 in the form of intermeshed wires or perforated sheet metal may be interposed in the passageways 17 as indicated.

NVith the'above described mechanism and arrangement adequate local ventilation can be controlled by the occupants of adjacent seats while atthe same time the windows will not be opened far enough to affect unbalance of the ventilating system if such 1s installed. In coldweather, however, outer' or storm windows are addedand'provi'sion 100 must be made to provide air entrance through such windows. As shown, I provide a strip or block 28 extending full length between the sides of theffrarne 10 and hinged at its lower outer corner 28 to the intermediate sill step along the upper outer edge thereof so that the block orstrip can be swung inwardly against the intermediate sill step or outwardly to overhang By sloping the bases of the pasthe outer sill step. Extending through "the H block from the faces a and b'extending from the hinge corner are air passageways 29, these passageways being closed against the air passage when the bl'ockrests with its face 6 against the intermediatestep and said passageways being opened to air flow when the'block is swung outwardly. The block is of a width to fit easily between the outer and inner window sashes and whenthe block is against the intermediate sill step the face a is preferably in line with the inner face of the outer window sash. To limit the outward swing of the block suitable stop pieces are provided. As shown, stop pieces 30 are secured to the sides of the frame to be engaged by detent extensions 31 on the the car, the outer window is raisedsuflici'ently to allow the outer block to swing outwardly, the window being then allowedto rest on the block to prevent passage of air 1:0

. block. When it is desired to admit "air into between the window and block, The air must flow upwardly into the block and thence inwardly into the space between the windows, and if the controlling strip 18 is raised the air can flow into the car as beforedescribed. In order to prevent cinders, dirt, etc., from entering, screen material 32 is interposed in the passageways 29, the air being then twice screened before admission into the car. By having the bases 29 of the passageways 29 curved as indicated, the incoming air will be deflected from the vertical toward the horizontal and toward the passageways 17 through the inner window.

In railway cars the porter would be called upon to adjust the outer windows for the passage of air whereafter the passenger can adjust the flow of air into the car as desired by manipulation of the lid or strip 18, the inner window being preferably locked against raising by the porter so that the windows cannot be raised by the passenger sufliciently to unbalance the general ventilation in the car, the opening allowed being sufficient for ample local ventilation but not suflicient to effect unbalance of the general system.

It is evident that the arrangement for the inner window or the arrangement in connection with the outer window could be used alone and would each make a very effective ventilator attachment for windows in buildings and each would afford ample air flow but prevent entrance of dust, rain or snow.

Either attachment takes up very little space and can be readily applied without changing the construction and without interfering with the normal operation of the general ventilating system.

I claim 1. In combination, a window frame, a window sash slidable in said frame, the lower part of said sash having inlet passageways therethrough for air, and a closure member hinged to the window frame in front of said passageway and adapted to be swung into horizontal position to close said pas-j sageway and into vertical position to expose said passageway.

2. In combination, a window frame, a window slidable in said frame, a sill board secured to said frame and affording an abutment for the lower edge of the window sash, passageways through the window sash adj acent its lower edge, passageways cut through the inner edge of the sill board to meet said sash passageways, and a controlling strip hinged at its outer edge to said sill board and adapted when swung downwardly to prevent air flow through said passageways and adapted when raised to expose said passageways for the flow of air and to deflect the in-coming air upwardly.

3. In combination, a window frame, a window sash slidable in said frame, a sill board abutting against the inner face of the sash when the sash is closed, passageways through the sash adjacent its outer edge, the inner upper corner of the sill board being ohamfered away to leave passageways for communicating with the sash passageways, and a controlling strip hinged to the sill board and adapted to be swung against the sill board and sash to close said passageways and adapted to be raised to various angles to expose said passageways for the flow of air and to deflect the in-fiowing air upwardly.

In witness whereof, I hereunto subscribe my name this 7th day of April, A. D., 1913.

THOMAS H. GARLAND.

Witnesses:

CHARLES J. SCHMIDT, EDMUND G. INGERSOLL.

Copies at this patent may be obtained for five cents each, by addressing the f Commissioner of Patents, Washington, 13.0. 

